US20240068559A1 - Method and control device for operating a vehicle driveline - Google Patents
Method and control device for operating a vehicle driveline Download PDFInfo
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- US20240068559A1 US20240068559A1 US18/240,530 US202318240530A US2024068559A1 US 20240068559 A1 US20240068559 A1 US 20240068559A1 US 202318240530 A US202318240530 A US 202318240530A US 2024068559 A1 US2024068559 A1 US 2024068559A1
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- 238000000034 method Methods 0.000 title claims description 20
- 238000010438 heat treatment Methods 0.000 claims abstract description 16
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- 238000010586 diagram Methods 0.000 description 18
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- 230000001960 triggered effect Effects 0.000 description 4
- 238000013461 design Methods 0.000 description 2
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- 238000000429 assembly Methods 0.000 description 1
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- 238000013500 data storage Methods 0.000 description 1
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- 230000003313 weakening effect Effects 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/74—Inputs being a function of engine parameters
- F16H59/78—Temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/425—Temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/525—Temperature of converter or components thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H2059/148—Transmission output torque, e.g. measured or estimated torque at output drive shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H2059/366—Engine or motor speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
- F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
- F16H2063/508—Signals to an engine or motor for limiting transmission input torque, e.g. to prevent damage of transmission parts
Definitions
- the invention relates to a method for operating a powertrain of a vehicle.
- the invention further relates to a control device for operating a powertrain of a vehicle.
- DE 10 2019 214 986 A1 and DE 10 2019 216 562 A1 each disclose a powertrain of a vehicle designed as an electrical vehicle with a first electrical machine and a second electrical machine, wherein a transmission is connected between the two electrical machines and an output on which both electrical machines act together.
- a powershift in the transmission connected between the electrical machines and the output one of the electrical machines is operated as the main drive machine, whereas the respective other electrical machine is used for traction support during the shift operations.
- Such powershifts are also called electrodynamic shifts.
- the electrical machines When powershifts or electrodynamic shifts are executed, the electrical machines are operated asymmetrically, i.e., the electrical machines are loaded with different torques and/or different torque gradients.
- a relatively high torque may be required from at least one electrical machine, especially when short shift durations are required.
- high electrical currents flow through the windings of the electrical machine. High electrical currents cause high losses, especially in the power electronics of the electrical machine. This can expose the electrical machine and the power electronics interacting with the electrical machine to strong heating. Strong heating leads to large temperature swings, which reduce the service life of the electrical machine as well as the power electronics. This is a disadvantage.
- the invention is based on the task of creating a novel method and control unit for operating a powertrain of a vehicle.
- a method as disclosed herein if an actual temperature of at least one of the electrical machines and/or an actual temperature of at least one of the power electronics is greater than a temperature limit value, and/or if an electrical target current flowing through at least one of the electrical machines and/or at least one of the power electronics in a powershift to be executed is greater than a current limit value, a powershift to be executed is adapted in order to limit heating of the respective electrical machine and/or the respective power electronics.
- the powershift to be executed is adjusted. This adjustment takes place in such a way that heating of the respective electrical machine and/or the respective power electronics is limited in order to avoid excessive aging of the same.
- the actual temperature of the respective electrical machine and/or the respective power electronics, which the same exhibits prior to the execution of a powershift to be carried out, can in particular be recorded by measurement or calculated using temperature models or determined as a function of the characteristic diagram or characteristic curve.
- the target current that would flow through a respective electrical machine and/or through a respective power electronics during execution of a powershift to be executed can be calculated depending on the torques of the electrical machine required for execution of the shift or determined depending on the characteristic diagram or characteristic curve.
- the powershift to be executed is adapted in such a way that a supporting torque at the output and/or a synchronizing torque at a shift element to be synchronized is limited.
- the adaptation of a powershift to be executed can be carried out particularly advantageously to limit the heating of the respective electrical machine and/or the respective power electronics.
- a switching duration of the powershift is extended, in particular in such a way that for the execution of an upshift the same is triggered as early as possible and/or for the execution of a downshift the same is triggered as late as possible.
- This is preferred to limit the synchronizing torque on the switching element to be synchronized when the powershift is executed.
- a driver's desired torque is adapted to limit the supporting torque of the powershift.
- the supporting torque can be reduced to zero, in which case the powershift to be executed is not executed as powershifting but as tension interruption.
- the supporting torque is reduced to zero if a target torque amount to be transmitted during shift execution is smaller than a limit value. This is preferred to limit the support torque at the output. If only a relatively small amount of supporting torque is to be transmitted in the direction of the output during powershift, i.e., if the target torque to be transmitted during shifting is less than a limit value, then the powershift can also be designed as a tractive force interrupted switching without any loss of quality for the driver.
- the powershift to be executed is adapted in such a way that an electrical phase current and/or a maximum torque of the respective electrical machine is limited at speeds of the respective electrical machine that are lower than a speed limit value.
- This further development of the invention is based on the knowledge that high external conductor currents are particularly harmful at low speeds of an electrical machine since they then cause high heating of the electrical machine and the power electronics interacting with it. Therefore, at low speeds of an electrical machine, an external conductor current and thus a maximum torque of the electrical machine is limited.
- control device is defined in claim 9 .
- FIG. 1 a block diagram of a powertrain of a prior art vehicle
- FIG. 2 a characteristic diagram of an electrical machine.
- FIG. 1 shows a highly schematized block diagram of a powertrain 1 of a motor vehicle designed as an electrical vehicle.
- the powertrain 1 has a first electrical machine 2 and a second electrical machine 3 , whereby both electrical machines 2 , 3 are operatively connected to a common transmission 4 and can provide input power to a common output 5 via the common transmission 4 .
- a first power electronics 6 interacts with the first electrical machine 2
- a second power electronics 7 interacts with the second electrical machine 3 .
- the transmission 4 has several shift elements 8 .
- FIG. 1 shows an example of a shift element 8 of the transmission 4 , which is designed as a positive shift element, in particular as a claw.
- the powertrain of FIG. 1 can be designed as shown in DE 10 2019 214 286 A1 or as shown in DE 10 2019 2016 562 A1.
- these powertrain configurations are exclusively exemplary.
- FIG. 2 shows a characteristic diagram 9 of an electrical machine, where the torque M is plotted above the speed n in the characteristic diagram 9 .
- a characteristic diagram range 9 a of characteristic diagram 9 is referred to as the base speed range or constant torque range.
- a characteristic diagram range 9 b of characteristic diagram 9 is referred to as the field weakening range or constant power range of diagram 9 .
- FIG. 2 further shows a characteristic 10 of an electrical phase current. In the characteristic diagram range 9 a , high phase currents flow at the respective electrical machine.
- Shifts can be designed as powershifts or as traction-interrupted shifts.
- a powershift is executed, a torque is to be provided at the output 5 during the shift execution in the transmission 4 .
- a traction interrupted shift is executed, no torque is provided at the output 5 during the execution of a shift in the transmission 4 .
- Electrodynamic shifts can demand high torques from at least one electrical machine 2 , 3 , particularly if a fast shift design with a high supporting torque at the output 5 is desired, as a result of which the respective electrical machine 2 , 3 and the respective power electronics 6 , 7 interacting with the same are then sub-jected to a high thermal load or heating. This can cause high temperature swings on the respective assembly, which limits the service life of the powertrain.
- an executing powershift is adapted to limit heating of the respective electrical machine 2 , 3 and/or the respective power electronics 6 , 7 .
- the powershift to be executed is adapted in order to limit the heating of the respective electrical machine 2 , 3 and/or the respective power electronics 6 , 7 .
- a supporting torque at the output 5 which is to be provided at the output 5 when the powershift is executed, and/or a synchronizing torque at the shift element 8 of the transmission 4 to be synchronized when the powershift is executed, is preferably limited.
- a shift duration of the powershift to be performed is preferably extended, in particular in such a way that the shift is triggered as early as possible when executing an upshift to be performed and the powershift is triggered as late as possible when executing a downshift to be performed, such that the smallest possible speed difference has to be adapted and consequently less synchronization torque is required for synchronization.
- This can counteract the heating of the respective electrical machine 2 , 3 and the respective power electronics 6 , 7 .
- the supporting torque of the powershifting at the output 5 in order to adapt a powershifting to be executed, namely by adapting a driver's desired torque. If the supporting torque at the output 5 is limited, it can be reduced to zero, in which case the powershifting to be executed is no longer executed as powershifting but as traction interruption.
- the powershifting to be performed can no longer be performed as powershifting but as traction interrupted, since in this case no torque is expected at output 5 by the driver anyway and thus the change from powershifting to traction interrupted shifting can be performed without any loss of shifting quality.
- This can also effectively limit the heating of the electrical machine 2 , 3 and/or the respective power electronics 6 , 7 .
- the powershift to be executed is adapted in such a way that an electrical phase current and/or a maximum torque of the respective electrical machine 2 , 3 is limited at speeds of rotation of the respective electrical machine 2 , 3 that are lower than a speed limit value.
- This design is based on the knowledge that high external electrical conductor currents (see characteristic curve 10 in FIG. 2 ) are particularly harmful in electrical machines at low speeds, since this causes high heating, in particular on the associated power electronics 6 , 7 of the respective electrical machine 2 , 3 . In this case, it is then proposed to limit external conductor currents at the electrical machine in particular at low speeds of an electrical machine in the characteristic diagram range 9 a of characteristic diagram 9 of FIG.
- phase currents are limited. Although this may increase the shift duration, the temperature swing at the respective electrical machine 2 , 3 and at the power electronics 6 , 7 interacting with the respective electrical machine 2 , 3 is limited and thus the thermal aging of the respective assembly.
- the invention further relates to a control device which is set up to automatically execute the above-described method.
- a control unit is preferably an electronic control unit which has means on the hardware side and means on the software side for executing the method according to the invention.
- the hardware-side means include data interfaces for exchanging data with the assemblies involved in carrying out the method according to the invention, for example with the electrical machines 2 , 3 and/or the power electronics 6 , 7 .
- the hardware means further include a processor for data processing and a memory for data storage.
- Software-side means include program modules implemented in the control unit for carrying out the method according to the invention.
- control unit detects that an actual temperature of at least one of the electrical machines 2 , 3 and/or an actual temperature of at least one of the power electronics 6 , 7 is greater than a temperature limit value, and/or when the control unit detects that a set electrical current, which flows through at least one of the electrical machines 2 , 3 and/or at least one of the power electronics 6 , 7 during a powershift to be executed is greater than a current limit value, the control unit adjusts a powershift to be executed in order to limit heating of the respective electrical machine 2 , 3 and/or the respective power electronics 6 , 7 .
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Control Of Transmission Device (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A vehicle powertrain features a first electrical machine with first power electronics, a second electrical machine with second power electronics, and a transmission connected between the electrical machines and an output. To execute a powershift, the first and second electrical machines are operated so that one of the electrical machines is used as the main drive machine, and the other electrical machine is used for tractive force support during the execution of the powershift. When a temperature of at least one of the electrical machines and/or of at least one of the power electronics exceeds a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines and/or at least one of the power electronics exceeds a current limit value, a powershift is adapted to limit heating of the respective electrical machine and/or the respective power electronics.
Description
- This application claims the benefit of and right of priority under 35 U.S.C. § 119 to German Patent Application no. 10 2022 209 051.9, filed on 31 Aug. 2022, the contents of which are incorporated herein by reference in its entirety.
- The invention relates to a method for operating a powertrain of a vehicle. The invention further relates to a control device for operating a powertrain of a vehicle.
- DE 10 2019 214 986 A1 and DE 10 2019 216 562 A1 each disclose a powertrain of a vehicle designed as an electrical vehicle with a first electrical machine and a second electrical machine, wherein a transmission is connected between the two electrical machines and an output on which both electrical machines act together. To execute a powershift in the transmission connected between the electrical machines and the output, one of the electrical machines is operated as the main drive machine, whereas the respective other electrical machine is used for traction support during the shift operations. Such powershifts are also called electrodynamic shifts.
- When powershifts or electrodynamic shifts are executed, the electrical machines are operated asymmetrically, i.e., the electrical machines are loaded with different torques and/or different torque gradients. In the embodiment of an electrodynamic shift, a relatively high torque may be required from at least one electrical machine, especially when short shift durations are required. To provide high torques, high electrical currents flow through the windings of the electrical machine. High electrical currents cause high losses, especially in the power electronics of the electrical machine. This can expose the electrical machine and the power electronics interacting with the electrical machine to strong heating. Strong heating leads to large temperature swings, which reduce the service life of the electrical machine as well as the power electronics. This is a disadvantage.
- There is a need for a method and a control device for operating a powertrain of a vehicle, with which it is possible to reduce the negative effect of electrodynamic shifts or powershifts on the service life of the electrical machines as well as the power electronics interacting with the electrical machines. Proceeding from this, the invention is based on the task of creating a novel method and control unit for operating a powertrain of a vehicle.
- This task is solved by a method as disclosed herein. According to the invention, if an actual temperature of at least one of the electrical machines and/or an actual temperature of at least one of the power electronics is greater than a temperature limit value, and/or if an electrical target current flowing through at least one of the electrical machines and/or at least one of the power electronics in a powershift to be executed is greater than a current limit value, a powershift to be executed is adapted in order to limit heating of the respective electrical machine and/or the respective power electronics.
- With the invention, it is proposed that when an actual temperature at an electrical machine and/or power electronics is greater than a temperature limit value, and/or when a target electrical current flowing through an electrical machine and/or power electronics to execute the powershift is greater than a current limit value, the powershift to be executed is adjusted. This adjustment takes place in such a way that heating of the respective electrical machine and/or the respective power electronics is limited in order to avoid excessive aging of the same.
- The actual temperature of the respective electrical machine and/or the respective power electronics, which the same exhibits prior to the execution of a powershift to be carried out, can in particular be recorded by measurement or calculated using temperature models or determined as a function of the characteristic diagram or characteristic curve.
- The target current that would flow through a respective electrical machine and/or through a respective power electronics during execution of a powershift to be executed can be calculated depending on the torques of the electrical machine required for execution of the shift or determined depending on the characteristic diagram or characteristic curve.
- Preferably, the powershift to be executed is adapted in such a way that a supporting torque at the output and/or a synchronizing torque at a shift element to be synchronized is limited. By limiting the supporting torque at the output and/or the synchronizing torque at the switching element to be synchronized, the adaptation of a powershift to be executed can be carried out particularly advantageously to limit the heating of the respective electrical machine and/or the respective power electronics.
- Preferably, to limit the synchronization torque at the switching element to be synchronized during the execution of the powershift, a switching duration of the powershift is extended, in particular in such a way that for the execution of an upshift the same is triggered as early as possible and/or for the execution of a downshift the same is triggered as late as possible. This is preferred to limit the synchronizing torque on the switching element to be synchronized when the powershift is executed.
- Preferably, a driver's desired torque is adapted to limit the supporting torque of the powershift. The supporting torque can be reduced to zero, in which case the powershift to be executed is not executed as powershifting but as tension interruption. In particular, the supporting torque is reduced to zero if a target torque amount to be transmitted during shift execution is smaller than a limit value. This is preferred to limit the support torque at the output. If only a relatively small amount of supporting torque is to be transmitted in the direction of the output during powershift, i.e., if the target torque to be transmitted during shifting is less than a limit value, then the powershift can also be designed as a tractive force interrupted switching without any loss of quality for the driver.
- Preferably, the powershift to be executed is adapted in such a way that an electrical phase current and/or a maximum torque of the respective electrical machine is limited at speeds of the respective electrical machine that are lower than a speed limit value. This further development of the invention is based on the knowledge that high external conductor currents are particularly harmful at low speeds of an electrical machine since they then cause high heating of the electrical machine and the power electronics interacting with it. Therefore, at low speeds of an electrical machine, an external conductor current and thus a maximum torque of the electrical machine is limited.
- The control device according to the invention is defined in
claim 9. - Preferred further embodiments result from the subclaims and the following description. Examples of embodiments of the invention are explained in more detail, without being limited thereto, by reference to the drawing. It shows:
-
FIG. 1 : a block diagram of a powertrain of a prior art vehicle, -
FIG. 2 : a characteristic diagram of an electrical machine. -
FIG. 1 shows a highly schematized block diagram of apowertrain 1 of a motor vehicle designed as an electrical vehicle. Thepowertrain 1 has a firstelectrical machine 2 and a secondelectrical machine 3, whereby bothelectrical machines common transmission 4 and can provide input power to acommon output 5 via thecommon transmission 4. Afirst power electronics 6 interacts with the firstelectrical machine 2, and asecond power electronics 7 interacts with the secondelectrical machine 3. Thetransmission 4 hasseveral shift elements 8.FIG. 1 shows an example of ashift element 8 of thetransmission 4, which is designed as a positive shift element, in particular as a claw. - In this context, the powertrain of
FIG. 1 can be designed as shown in DE 10 2019 214 286 A1 or as shown in DE 10 2019 2016 562 A1. However, these powertrain configurations are exclusively exemplary. -
FIG. 2 shows a characteristic diagram 9 of an electrical machine, where the torque M is plotted above the speed n in the characteristic diagram 9. Acharacteristic diagram range 9 a of characteristic diagram 9 is referred to as the base speed range or constant torque range. Acharacteristic diagram range 9 b of characteristic diagram 9 is referred to as the field weakening range or constant power range of diagram 9.FIG. 2 further shows a characteristic 10 of an electrical phase current. In the characteristic diagram range 9 a, high phase currents flow at the respective electrical machine. - Then, when a shift and thus a gear change is to be performed in the
transmission 4, at least one previously closed shift element must be opened and at least one previously opened shift element must be closed and synchronized. Shifts can be designed as powershifts or as traction-interrupted shifts. When a powershift is executed, a torque is to be provided at theoutput 5 during the shift execution in thetransmission 4. When a traction interrupted shift is executed, no torque is provided at theoutput 5 during the execution of a shift in thetransmission 4. Then, when a powershift is to be executed in thetransmission 4 as a shift, one of theelectrical machines electrical machines electrical machine output 5 is desired, as a result of which the respectiveelectrical machine respective power electronics - According to the invention, when a powershift is to be executed in the
transmission 4, and when an actual temperature of at least one of theelectrical machines power electronics electrical machines power electronics electrical machine respective power electronics - Thus, if an actual temperature at an
electrical machine power electronics electrical machine power electronics electrical machine respective power electronics output 5, which is to be provided at theoutput 5 when the powershift is executed, and/or a synchronizing torque at theshift element 8 of thetransmission 4 to be synchronized when the powershift is executed, is preferably limited. - To limit the synchronization torque at the
switching element 8 to be synchronized when executing the powershift to be performed, a shift duration of the powershift to be performed is preferably extended, in particular in such a way that the shift is triggered as early as possible when executing an upshift to be performed and the powershift is triggered as late as possible when executing a downshift to be performed, such that the smallest possible speed difference has to be adapted and consequently less synchronization torque is required for synchronization. This can counteract the heating of the respectiveelectrical machine respective power electronics - Alternatively, or additionally, it is possible to reduce the supporting torque of the powershifting at the
output 5 in order to adapt a powershifting to be executed, namely by adapting a driver's desired torque. If the supporting torque at theoutput 5 is limited, it can be reduced to zero, in which case the powershifting to be executed is no longer executed as powershifting but as traction interruption. - Thus, it is possible that if the target torque to be transmitted during shifting and thus a target support torque at
output 5 is less than a limit value, the powershifting to be performed can no longer be performed as powershifting but as traction interrupted, since in this case no torque is expected atoutput 5 by the driver anyway and thus the change from powershifting to traction interrupted shifting can be performed without any loss of shifting quality. This can also effectively limit the heating of theelectrical machine respective power electronics - Likewise, it is possible that the powershift to be executed is adapted in such a way that an electrical phase current and/or a maximum torque of the respective
electrical machine electrical machine FIG. 2 ) are particularly harmful in electrical machines at low speeds, since this causes high heating, in particular on the associatedpower electronics electrical machine characteristic diagram range 9 a of characteristic diagram 9 ofFIG. 2 , which leads to a limitation of the maximum torque of the electrical machine. In thespeed range 11 ofFIG. 2 , phase currents are limited. Although this may increase the shift duration, the temperature swing at the respectiveelectrical machine power electronics electrical machine - The invention further relates to a control device which is set up to automatically execute the above-described method. Such a control unit is preferably an electronic control unit which has means on the hardware side and means on the software side for executing the method according to the invention. The hardware-side means include data interfaces for exchanging data with the assemblies involved in carrying out the method according to the invention, for example with the
electrical machines power electronics - Then, when the control unit detects that an actual temperature of at least one of the
electrical machines power electronics electrical machines power electronics electrical machine respective power electronics -
-
- 1 powertrain
- 2 electrical machine
- 3 electrical machine
- 4. transmission
- 5 output
- 6 power electronics
- 7 power electronics
- 8 shift element
- 9 characteristic diagram
- 9 a characteristic diagram range
- 9 b characteristic diagram range
- 10 external conductor current characteristic curve
- 11 speed range
Claims (11)
1-9. (canceled)
10. A method for operating a powertrain (1) of a vehicle, wherein the powertrain (1) features a first electrical machine (2) with first power electronics (6), a second electrical machine (3) with a second power electronics (7), and a transmission (4) connected between the electrical machines (2, 3) and an output (5), the method comprising:
executing a powershift, wherein one of the first electrical machine (2) and the second electrical machine (3) is used as a main driving machine, and wherein the other of the first electrical machine (2) and the second electrical machine (3) is used for tractive force support during the execution of the powershift;
determining that an actual temperature of at least one of the electrical machines (2, 3) and/or an actual temperature of at least one of the power electronics (6, 7) is greater than a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines (2, 3) and/or at least one of the power electronics (6, 7) is greater than a current limit value; and
adapting a powershift to be executed so as to limit heating of the respective electrical machine (2, 3) and/or the respective power electronics (6, 7).
11. The method according to claim 10 , wherein adapting the powershift to be executed includes limiting a supporting torque at the output (5) and/or limiting a synchronizing torque at a switching element (8) to be synchronized.
12. The method according to claim 11 , wherein, limiting the synchronizing torque at the switching element (8) to be synchronized includes extending a duration of the powershift during the execution of the powershift.
13. The method according to claim 12 , wherein the powershift is an upshift and execution of the powershift includes triggering the upshift as early as possible.
14. The method according to claim 12 , wherein the powershift is a downshift and execution of the powershift includes triggering the downshift as late as possible.
15. The method according to claim 11 , comprising adapting a driver's desired torque to limit the supporting torque of the powershifting.
16. The method according to claim 11 , comprising limiting the supporting torque to zero, and the powershifting to be executed is executed as tractive force interruption.
17. The method according to claim 16 , comprising:
determining that a target torque amount to be transmitted during the shift execution is smaller than a limit value; and
executing the powershift in a traction-interrupted manner.
18. The method according to claim 10 , wherein executing the powershift is performed so that, at speeds of the respective electrical machine that are lower than a speed limit value, an electric phase current and/or a maximum torque of the respective electrical machine is limited.
19. A control unit of a vehicle, the control unit configured to automatically execute the method according to claim 10 .
Applications Claiming Priority (2)
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DE102022209051.9 | 2022-08-31 | ||
DE102022209051.9A DE102022209051A1 (en) | 2022-08-31 | 2022-08-31 | Method and control device for operating a drive train of a vehicle |
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US20240068559A1 true US20240068559A1 (en) | 2024-02-29 |
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US18/240,530 Pending US20240068559A1 (en) | 2022-08-31 | 2023-08-31 | Method and control device for operating a vehicle driveline |
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US (1) | US20240068559A1 (en) |
CN (1) | CN117621860A (en) |
DE (1) | DE102022209051A1 (en) |
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JP4240128B2 (en) | 2007-02-28 | 2009-03-18 | トヨタ自動車株式会社 | Control device for hybrid drive |
DE102019201656A1 (en) | 2019-02-08 | 2020-08-13 | MTU Aero Engines AG | METHOD OF SMOOTHING A SURFACE OF A COMPONENT |
DE102019214286A1 (en) | 2019-09-19 | 2021-03-25 | Henkel Ag & Co. Kgaa | Process for coloring keratinic material, comprising the use of an organosilicon compound, a coated effect pigment and a film-forming polymer I. |
DE102019214986A1 (en) | 2019-09-30 | 2021-04-01 | Zf Friedrichshafen Ag | Drive axle of an electric vehicle and powershift process |
DE102019216562A1 (en) | 2019-10-28 | 2021-04-29 | Zf Friedrichshafen Ag | Drive arrangement of an electric vehicle and load shifting method |
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- 2023-08-03 CN CN202310973864.0A patent/CN117621860A/en active Pending
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